CA1070803A - Glide slope warning system with a variable warning rate - Google Patents
Glide slope warning system with a variable warning rateInfo
- Publication number
- CA1070803A CA1070803A CA239,510A CA239510A CA1070803A CA 1070803 A CA1070803 A CA 1070803A CA 239510 A CA239510 A CA 239510A CA 1070803 A CA1070803 A CA 1070803A
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- CA
- Canada
- Prior art keywords
- signal
- warning
- glide slope
- voice
- advisory
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
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Classifications
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
- G01C5/00—Measuring height; Measuring distances transverse to line of sight; Levelling between separated points; Surveyors' levels
- G01C5/005—Measuring height; Measuring distances transverse to line of sight; Levelling between separated points; Surveyors' levels altimeters for aircraft
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
- G01S1/00—Beacons or beacon systems transmitting signals having a characteristic or characteristics capable of being detected by non-directional receivers and defining directions, positions, or position lines fixed relatively to the beacon transmitters; Receivers co-operating therewith
- G01S1/02—Beacons or beacon systems transmitting signals having a characteristic or characteristics capable of being detected by non-directional receivers and defining directions, positions, or position lines fixed relatively to the beacon transmitters; Receivers co-operating therewith using radio waves
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
- G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
- G01S13/88—Radar or analogous systems specially adapted for specific applications
- G01S13/91—Radar or analogous systems specially adapted for specific applications for traffic control
- G01S13/913—Radar or analogous systems specially adapted for specific applications for traffic control for landing purposes
-
- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
- G08G5/0017—Arrangements for implementing traffic-related aircraft activities, e.g. arrangements for generating, displaying, acquiring or managing traffic information
- G08G5/0021—Arrangements for implementing traffic-related aircraft activities, e.g. arrangements for generating, displaying, acquiring or managing traffic information located in the aircraft
-
- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
- G08G5/0073—Surveillance aids
- G08G5/0086—Surveillance aids for monitoring terrain
-
- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
- G08G5/02—Automatic approach or landing aids, i.e. systems in which flight data of incoming planes are processed to provide landing data
- G08G5/025—Navigation or guidance aids
-
- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
- G08G5/04—Anti-collision systems
- G08G5/045—Navigation or guidance aids, e.g. determination of anti-collision manoeuvers
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- Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Radar, Positioning & Navigation (AREA)
- Remote Sensing (AREA)
- General Physics & Mathematics (AREA)
- Aviation & Aerospace Engineering (AREA)
- Computer Networks & Wireless Communication (AREA)
- Electromagnetism (AREA)
- Traffic Control Systems (AREA)
- Emergency Alarm Devices (AREA)
- Alarm Systems (AREA)
- Radar Systems Or Details Thereof (AREA)
Abstract
GLIDE SLOPE WARNING SYSTEM WITH
A VARIABLE WARNING RATE
ABSTRACT OF THE DISCLOSURE
In a system where the aircraft's distance below a radio glide slope is compared with the aircraft's altitude above ground to generate either an advisory voice warning or a command voice warning depending upon the aircraft's altitude and distance below the radial glide slope beam, the repetition rate of the advisory voice warning is varied as both a function of distance below the radio glide slope beam and of altitude in order to generate advisory warnings at a rate reflecting increasing danger to the aircraft. This is accomplished by integrating the glide slope deviation signal over time and comparing it with a radio altitude signal so as to generate a signal for triggering the advisory warning as a function of the glide slope deviation and the radio altitude, thereby generating the advisory warnings as a function of decreasing radio al-titude and increasing deviation from the glide slope.
A VARIABLE WARNING RATE
ABSTRACT OF THE DISCLOSURE
In a system where the aircraft's distance below a radio glide slope is compared with the aircraft's altitude above ground to generate either an advisory voice warning or a command voice warning depending upon the aircraft's altitude and distance below the radial glide slope beam, the repetition rate of the advisory voice warning is varied as both a function of distance below the radio glide slope beam and of altitude in order to generate advisory warnings at a rate reflecting increasing danger to the aircraft. This is accomplished by integrating the glide slope deviation signal over time and comparing it with a radio altitude signal so as to generate a signal for triggering the advisory warning as a function of the glide slope deviation and the radio altitude, thereby generating the advisory warnings as a function of decreasing radio al-titude and increasing deviation from the glide slope.
Description
~070803 BACKGROUND OF THE INVENTION
The invention relates to aircraft ground proximity warning systems and in particular to warning systems utilizing a glide slope radio beam and a radio altimeter to generate voice advisory warning and voice and command warnings depending upon the aircraft's altitude deviation from the glide slope.
In the prior art, specifically U.S. Patent 3,946,358 to Batemen, entitled "Aircraft Ground Proximity Warning Instru-ment," which issued March 23, 1976, and U.S. Patent 3,947,809 to Batemen entitled l'Below Glide Slope Advisory Warning System for Aircraft," which issued March 30, 1976, both of which are assigned to the assignee of this application, an advisory voice warning is generated when the aircraft descends a predeter-mined distance below the radial glide slope above a specified altitude and a command type voice warning is generated when the aircraft descends below a second predetermined distance below the glide slope below this altitude. Panicello et al. U.S.
Patent No. 3,808,591 discloses a digital method for generating a voice message in an aircraft. The advisory warning typically used the words "glide slope" in order to give the aircrew an indication that they are somewhat below the glide slope and the command warning typically uæes the more imperative phrase "pull up" indicating that they should take corrective action immediately.
The glide slope combined with the radio altitude serves to define a safe zone of operation so that whenever the aircraft descends below the glide slope, a predetermined amount for a particular altitude, either the advisory warning or the command warning will be generated depending upon the aircraft's distance from the safe zone of operation.
It has been determined, however, that in order to give ~:)70803 1 the aircrew some appreciation of the relative danger of the aircraft's operation with respect to the glide slope and altitude that it would be desirable to increase the advisory voice warning repetition rate as a function of the aircraft's deviation below the glide slope and the aircraft's actual altitude above the ground. In this manner, the aircrew may be apprised of the fact that the aircraft is increasing its penetration into the unsafe zone of operation and toward the command warning area by means of increasingly frequent advisory warnings. Of course, when the aircraft is in actual danger of impacting the ground, the command warning will replace the advisory warning in order to provide the aircrew with explicit instructions on how to rectify the situation. Of course, the concept of increasing the repetition rate of a warning signal is not entirely new, such a system for varying the frequency of audio warning as a function of the aircraft's closure rate with the ground i~ disclosed in the U.S. Patent to Astengo, No. 3,715,718 which issued February 6, 1976 and which is assigned to the assignee of this application.
However, the use of a vocal warning in an advisory capacity where the repetition of the vocal warning serves to give the aircrew explicit information concerning the aircraft's deviation from a glide slope rather than just a somewhat anonymous tone of varying frequence, provides an improvement over the prior art which is extremely uneful from a practical operating viewpoint.
SUMMARY OF THE INVENTION
It is therefore an object of the invention to provide a glide slope warning system wherein the frequency of the advisory voice warning is varied as a function of the aircraft's deviation from the glide slope.
It is another object of the invention to provide a ~ - 3 -1~)70~V3 1 glide slope warning system for aircraft wherein the frequency of the advisory warning is varied as a function of increasing deviation from the radio glide slope and decreasing radio altitude.
It is an additional object of the invention to provide a glide slope warning system for aircraft utilizing a radio glide slope beam and a radio altimeter for generating an advisory voice warning above a predetermined altitude and a command voice warning below that predetermined altitude wherein the frequency of the advisory voice warning increases with increased deviation from the radio glide slope beam and increasing radio altitude.
It is a further object of the invention to provide a glide slope warning system for varying the frequency of the ad-visory voice warning as a function of deviation from a radio glide slope beam and as a function of decreasing altitude wherein the radio glide slope deviation signal is integrated over time and compared with the radio altitude signal to generat~e a trigger -.
~ - 3a -1()7~)~303 signal for the advisory voice warning.
The glide ~lope warning system utilizes the combination of a glide 810pe signal from an instrument landing system (ILS) which indicates the aircraft's angular position with respect to a glide slope radio beam and an altitude above ground signal derived from a radio altimeter. The polarity and amplitude of the glide slope signal indicate the aircraft's relative position with respect to the glide slope radio beam. For example, if the aircraft is below the beam, the glide slope signal will be positive, indicating a "fly-up"
condition. The advisory voice warning is generated when the combination of the glide slope deviation signal and the radio altitude signal exceeds a predeter-mined value above a specified altitude. ~ormally the advisory portion of the warning system is activated between a maximum altitude of 1000 feet and a minimum altitude of 300 feet. The glide slope signal and the radio altitude signal are scaled to correspond to the number of dots, representing the angular dlstance, that the aircraft i9 below the glide slope beam. When the aircraft is in the advisory region, between 1000 and 300 feet, and below the predetermined number of dots, an advisory voice warning is activated.
By the same token, below 300 feet, a command voice warning, for example, a command for the crew to "pull up," is generated when the combination of the glide slope deviation signal and the radio altitude signal exceeds a specified value. Generally, the number of dots of teviation from the glide slope is increased for the command warning as compared to the number of dots allowed below the glide slope signal for an advisory warning. Once the air-craft has descended below 150 feet, it is assumed that the aircraft is fairly close to the end of the runway and is therefore fairly close to the source of the radio glide slope beam. As the aircraft approaches the source of the glide slope radio beam, even a minor change in altitude will result in a fairly substantial angular change, thus generating a glide slope deviation signal representing the large number of dots. So, in order to reduce the sensitivity of the warning system in terms of the number of dots required to trigger a warning as the aircraft approaches the end of the runway, the sensitivity of the system is reduced on a linear basis from 150 feet to 50 feet. Below 50 feet both types of warnings are inhibited in order to prevent nuisance ~L0708~3 warnings as the aircraft approaches touch down.
In order to vary the repetition rate of the advisory warning as a function of increasing glide slope deviation and decreasing altitude, a variQble rate control circuit is provided to generate advisory voice warning triggering signals in response to the radio altimeter signal and glide slope deviation signal. These advisory voice warnaig triggering signals are then utilz~ed as input to a voice warning generator in order to generate the actual advisory warning. The variable rate control circuit responds to an enabling signal from a warning signal generator that indicates that the aircraft has entered the advisory warning region. This enabling signal will cause the variable raee control circuit to immediately generate an advisory voice warning triggering signal. If the aircraft remains within the advisory warning region, the variable rate control circuit will integrate the glide slope deviation signal over time. This signal, so integrated, is compared to the radio altitude sig-nal and when they are qqual, a comparator will generate an advsiroy voice warning ~ignal triggering pulse which serves to cause the voice warning genera-tor to generate an advisory voice warning. While the voice warning is in progress, the integrator will be clamped, bringing its output back to zero.
After the voice warning has been termineted, the integrator will again begin to generate a signal proportional to the glide slope deviation signal over time.
The net result of the input of the glide slope deviation signal and the radio altitude signal into the variable rate control circuit will be the generation of advisory voice warning triggering pulses that increase in repetition rate as a function of increasing glide slope deviation and decreasing radio altitude.
Of course, if the aircraft should enter the command warning area, the advisory warnings will be discontinued and the command voice warnings will be generated.
BRIEF DESCRIPTION OF THE DRAWINGS
Fig. l is a functioaal block diagram of the glide slope warning system including the variable rate control circuit;
Fig. 2 is a graphical illustration of the advisory and command warn-ing envelopes with respect to altitude and glide slope deviation;
Fig. 3 is a schematic diagram of the variable rate control circuit;
~070t~03 Fig. 4 ls a timing diagram illustrating the relationships of the variou~ signals associated with the frequency generator; and Fig. 5 is a block diagram of the voice warning generator.
DETAILED DESCRIPTION OF THE I~VENTION
In the block diagram of Fig. 1 the radio altitude signal hR and the glide slope deviation signal G/S are utilized as input to both the warning signal generator 10 and the variable rate control circuit 12. The warning signal generator 10 generates both command warning signals and advisory warning aignals that correspond to the warning envelopes shown in Fig. 2. The advisory and command warning envelopes, as illustrated in Fig. 2, are set forth in term of the aircraft's deviation from the glide slope and altitude above ground.
The horizontal axis of Fig. 1 represents the aircraft's deviation below the glide slope as measured in dots, and the vertical axis represents the aircraft's altitude above ground a9 measured by a radio altimeter. The shaded area 14 represents the advisory portion of the envelope and extends from a maximum altitute oi approximately 1000 feet to a cut off altitude of about 50 feet. The command warning area, represented by the cross hatched portion 16, extends from a maximum altitude of approximately 300 feet to the cut off altitude of 50 feet.
As shown in Fig. 1, an advisory warning is generated when the aircraft is one or more dots below the glide slope at an altitude of 150 to 100 feet and similarly, a command warning i9 generated when the aircraft is two or more dots below the glide slope at altitudes of between 150 to 300 feet above the ground. The command warning signal i8 transmitted to the voice warning generator 18 over the line 20. By the same token, an advisory warning enabling signal is transmitted from the warning signal generator 10 to the variable rate control circuit 12 ; over the line 22. When the aircraft is in the advisory portion 14 of the warning envelope~ the variable rate control circuit 12 generates a trigger signal on line 24 which in turn causes the voice warning generator 18 to generate one advisory voice warning. In additlon, the enabling signal on line 22 serves to enable the voice warning generator 18, thereby permitting it to generate either a command warning or an advisory warning.
` lt)7;08Q3 In Fig. 3, the preferred embodiment of the variable rate control circuit 12 of Fig. 2 is set forth. As the aircraft enters the advisory area 14 of Fig. 1, the warning signal generator will place a high signal on line 22, serving to enable thevoice warning generator 18. The high signal on line 22 also causes the pulse shaper 26 to generate a short pulse 28 that corresponds to the waveform shown in line 30 of the timing diagram in Fig. 4. This initial signal is transmitted from the pulse shaper 26 to the ~OR gate 32 resulting in a short negative pulse on line 24. It i8 this pulse on line 24 that causes the voice warning generator 18 to produce the first advisory voice warning i.e. "glide slope." During the time that the advisory voice warning is being generated by the voice warning generator 18, which i8 normally in the neighborhood of 1 second, a high signal will be generated on line 23. The characteristics of the signal on line 23 are shown by the waveform 34 in the timing diagram of Fig. 4.
The pulse on line 23 ls then transmitted through the summing junction 36 to the positive terminal of the comparator 38 resulting in the comparator output shown by the waveform 40 in Fig. 4. The effect of a positive output from the compara-tor 38 on line 42 will be to cause the clamping switch 44 to close, thereby causing the output of the integrating amplifier 46 to go to zero. Integrator 46 is connected to the negativeinput terminal of the comparator 38 by means of the line 48.
When the first advisory voice warning has been completed by the voice warning generator 18, the signal on line 23 will go low resulting in the un-clamping of the integrator amplifier 46. At this point, the integrating ampli-fier 46 begins to respond to the G/S signal that is being used as an input, through resistor 50, to the negative terminal of the integrating amplifier 46.
The output of the integrating amplifier 46 ramps in a negative direction as governed by the time constant defined by the capacitor 52 and the resistor So.
The output of the integrating amplifier 46 on line 48 is illustrated by the waveform 54 in Fig. 4. As indicated by the waveform 54, the rate at which the output 46 of the integrating amplifier increases will be proportional to the magnitude of the GIS signal.
Another input to the variable rate control circuit 12 is the hR signal which represents the aircraft's altitude above ground. The hR
.
~:070~03 signal represents the aircraft's altitude above ground by means of a negative voltage which increases with the aircraft's altitude. The hR signal is applied to the positive terminal of the comparator 38 throggh the summing junction 36.
At the point where negative output of the integrating amplifier 46 is equal to the hR signal, the comparator 38 will change its output state resulting in a high sig al on line 42, thus serving to clamp the integrating amplifier's output on line 48 back to ~ero. In addition, the positive signal on line 42 will cause the pulse shaper 56 to transmit a short pulse to the NOR gate 32. This will cause the NOR gate to place a very short trigger pulse on line 24 as shown by the waveform 58 of Fig. 4. It is this negative going pulse on line 24 that will cause the voice warning generator 18 to generate another advisory warning mes~age.
In addition, the comparator 8 is held in a high state by the positive feedback through the pulse shaper 60. Pulse shaper 60 generates the very Yhort pulse 62 in response to the comparator 38 switching states. In this manner, the comparator's 38 output is switched to a high state by the pulse shaper 60 as soon a~ an advisory warning is triggered and will be held there by the signal on line 23 until the advisory voice warning has been completed. Normally the comparator 38 will be triggered into a high state and held thereby the signal on line 23 until the advisory voice warning has been completed. Here again, after the advisory voice warning message has been completed, the signal on line 23 will cause the integrating amplifier 46 to unclamp, and the process of generating another ramp voltage on line 48 will resume. This process will repeat itself until the aircraft leaves the advisory warning area 14.
; The effect of the aircraLt's increasing deviation from the glide slope is illustrated by the G/S signal 64 of Fig. 4. Where the glide slope deviation is 1 dot, indicated by the line 68, the time duration between warning signals will be approximately equal to Tl, shown by the waveform 54, but where the glide slope deviation becomes equal to two dots, line 70, the effective time between warning signals drops to T2. The corresponding increase in repetition rate of warning signals is illustrated by the waveform 58 that corresponds to the triggering signals generated on line 24 of Fig. 3. The effects of reduced altitude are illustrated by the waveform 54 of Fig. 4. When the altitude is hl, J~070~3 the comparator 38 will be triggered when the ramp voltage of the lntegrating amplifier 46 reaches the point 72. However, when the aircract's altitude is reduced to h2, the ramp voltage 74 of the integrating amplifier 46 will equal the voltage applied to the posltive terminal of the comparator 38 in less time giving rise to the reduced time T3 between advisory voice warnings. The wave-forms presented in Fig. 4 clearly illustrate the relationship between glide slope deviation and radio altitude with respect to increasing or decreasing the repe-tition rate of the advisory voice warnings. This relationship is defined by the formula ~T = (RC)hR where~ T is the time between advisory warnings, R
G/S
is the value of resistor 50, C is the value of capacitor 52, hR is the altitude above ground, and G/S is the change in the glide slope deviation signal.
An example of a circuit for producing a voice warning by means of digital techniques is set forth in Fig. 5. Here the sequence control logic 76 receives the enabling input over line 22, the command warning signal over line 20, and the adv~sory warning triggering signal over line 24. After the sequence control logic 76 has been enabled and receives an advisory warning triggering signal over line 24, the memory address logic 78 is enabled set by means of an enabling signal sent over line 80. Another enabling signal is trans-mitted to the clock 82 by means of the line 84. In addition, since this is an advisory warning instead of a command warning, a signal is transmitted from the sequence control logic 76 to the memory address logic 78 over line 86 which serves to define the correct memory addresses for the adviso~y warning. There- -after, for each clock pulse, the memory address logic will select the appro-priate memory chip and binary memory address in the read only memory 88 in the correct sequency for generating the advisory voice warning. In the preferred embodiment, each memory location will contain a four bit word which is then trans-mitted from the read only memory 88 through the clock interrupt detector 90 to the tigital to analog converter 92. The digital to analog converter converts each of these digital words into an analog signal which in turn is input to the output amplifier 94 resulting in a sequence of audio signals effective to cause the speaker 96 to simulate a spoken word. In order to save space in the read only memory 88, spacing between the voice words is accomplished by reserving ~070803 a particular word, for example, (1111), for space identification. Whenever this particular spacing word is transmitted to the digital to analog converter 92 the clock interrupt detector 90 will set and transmit a signal over the clock lnterrupt line 98 to the sequence controlled logic 76. When the sequence control logic receives a set signal over line 9i, all memory addressing will halt for a predetermined time period. After this time period has elapsed, the memory address logic 78 will resume sequencing, thereby causing the generation of the next voice word. If it is desired to extend the period of time between voice words two or more, space identification words may be set in sequence in the reach only memory 88.
After the final dddres~ in the read only memory 88 has been read, the memory address logic 78 will transmit a final address signal over line 100 to the sequency control logic 76. This will result in the removal of the enabling ~ignal on line 80 which inturn will serve to initialize the memory address logic back to its first address along with inhibiting it from any further addressing.
In addition, the enabling signal is removed from line 84, thereby preventing anymore address read pulses from being transmitted from the clock 82 to the read only memory 88 on line 102.
During the portion of the time that an advisory warning signal is being generated, the sequence control logic 76 will also transmit a set signal on line 23 which, as previously explained, serves to clamp the integrating amplifier 46 of Fig. 3.
It will therefore be appreciated that the circuitry of Fig. 5 is effective to generate either the command voice warning or the adivisory voice warning message depending upon the selection of the appropriate sequence of words in the read only memory 88. For example, the command warning is typically composed of the words "PVLL-UP" which would make use of the spacing ;ust described. In addition, to give a note of urgency to the command warn-ing, it is oftenconsidered desirable to include an aural siren-like warning between the words "PVLL UP" such as a "WHOOP WHOOP" sound. On theother hand, the advisory warning would typically be one word which, for example, might be "GLIDE SLOPE." Since the voice generating circuit in Fig. 5 is responsive, in _10-1()70~3~3 the advisory warning area, to triggerlng signals over line 22, it is apparent that the repetition rate of the advi~ory warning i.e. "GLIDE SLOPE--GLIDE
SLOP~" may be changed simply by varying the time intervals between the triggering signals on line 22.
Of course, in addition to the voice warnings just described, it is quite often de~irable to provide a visual warning indicator such as an advisory warning light. This light can be activated by the same circuit that activates the voice warning.
The invention relates to aircraft ground proximity warning systems and in particular to warning systems utilizing a glide slope radio beam and a radio altimeter to generate voice advisory warning and voice and command warnings depending upon the aircraft's altitude deviation from the glide slope.
In the prior art, specifically U.S. Patent 3,946,358 to Batemen, entitled "Aircraft Ground Proximity Warning Instru-ment," which issued March 23, 1976, and U.S. Patent 3,947,809 to Batemen entitled l'Below Glide Slope Advisory Warning System for Aircraft," which issued March 30, 1976, both of which are assigned to the assignee of this application, an advisory voice warning is generated when the aircraft descends a predeter-mined distance below the radial glide slope above a specified altitude and a command type voice warning is generated when the aircraft descends below a second predetermined distance below the glide slope below this altitude. Panicello et al. U.S.
Patent No. 3,808,591 discloses a digital method for generating a voice message in an aircraft. The advisory warning typically used the words "glide slope" in order to give the aircrew an indication that they are somewhat below the glide slope and the command warning typically uæes the more imperative phrase "pull up" indicating that they should take corrective action immediately.
The glide slope combined with the radio altitude serves to define a safe zone of operation so that whenever the aircraft descends below the glide slope, a predetermined amount for a particular altitude, either the advisory warning or the command warning will be generated depending upon the aircraft's distance from the safe zone of operation.
It has been determined, however, that in order to give ~:)70803 1 the aircrew some appreciation of the relative danger of the aircraft's operation with respect to the glide slope and altitude that it would be desirable to increase the advisory voice warning repetition rate as a function of the aircraft's deviation below the glide slope and the aircraft's actual altitude above the ground. In this manner, the aircrew may be apprised of the fact that the aircraft is increasing its penetration into the unsafe zone of operation and toward the command warning area by means of increasingly frequent advisory warnings. Of course, when the aircraft is in actual danger of impacting the ground, the command warning will replace the advisory warning in order to provide the aircrew with explicit instructions on how to rectify the situation. Of course, the concept of increasing the repetition rate of a warning signal is not entirely new, such a system for varying the frequency of audio warning as a function of the aircraft's closure rate with the ground i~ disclosed in the U.S. Patent to Astengo, No. 3,715,718 which issued February 6, 1976 and which is assigned to the assignee of this application.
However, the use of a vocal warning in an advisory capacity where the repetition of the vocal warning serves to give the aircrew explicit information concerning the aircraft's deviation from a glide slope rather than just a somewhat anonymous tone of varying frequence, provides an improvement over the prior art which is extremely uneful from a practical operating viewpoint.
SUMMARY OF THE INVENTION
It is therefore an object of the invention to provide a glide slope warning system wherein the frequency of the advisory voice warning is varied as a function of the aircraft's deviation from the glide slope.
It is another object of the invention to provide a ~ - 3 -1~)70~V3 1 glide slope warning system for aircraft wherein the frequency of the advisory warning is varied as a function of increasing deviation from the radio glide slope and decreasing radio altitude.
It is an additional object of the invention to provide a glide slope warning system for aircraft utilizing a radio glide slope beam and a radio altimeter for generating an advisory voice warning above a predetermined altitude and a command voice warning below that predetermined altitude wherein the frequency of the advisory voice warning increases with increased deviation from the radio glide slope beam and increasing radio altitude.
It is a further object of the invention to provide a glide slope warning system for varying the frequency of the ad-visory voice warning as a function of deviation from a radio glide slope beam and as a function of decreasing altitude wherein the radio glide slope deviation signal is integrated over time and compared with the radio altitude signal to generat~e a trigger -.
~ - 3a -1()7~)~303 signal for the advisory voice warning.
The glide ~lope warning system utilizes the combination of a glide 810pe signal from an instrument landing system (ILS) which indicates the aircraft's angular position with respect to a glide slope radio beam and an altitude above ground signal derived from a radio altimeter. The polarity and amplitude of the glide slope signal indicate the aircraft's relative position with respect to the glide slope radio beam. For example, if the aircraft is below the beam, the glide slope signal will be positive, indicating a "fly-up"
condition. The advisory voice warning is generated when the combination of the glide slope deviation signal and the radio altitude signal exceeds a predeter-mined value above a specified altitude. ~ormally the advisory portion of the warning system is activated between a maximum altitude of 1000 feet and a minimum altitude of 300 feet. The glide slope signal and the radio altitude signal are scaled to correspond to the number of dots, representing the angular dlstance, that the aircraft i9 below the glide slope beam. When the aircraft is in the advisory region, between 1000 and 300 feet, and below the predetermined number of dots, an advisory voice warning is activated.
By the same token, below 300 feet, a command voice warning, for example, a command for the crew to "pull up," is generated when the combination of the glide slope deviation signal and the radio altitude signal exceeds a specified value. Generally, the number of dots of teviation from the glide slope is increased for the command warning as compared to the number of dots allowed below the glide slope signal for an advisory warning. Once the air-craft has descended below 150 feet, it is assumed that the aircraft is fairly close to the end of the runway and is therefore fairly close to the source of the radio glide slope beam. As the aircraft approaches the source of the glide slope radio beam, even a minor change in altitude will result in a fairly substantial angular change, thus generating a glide slope deviation signal representing the large number of dots. So, in order to reduce the sensitivity of the warning system in terms of the number of dots required to trigger a warning as the aircraft approaches the end of the runway, the sensitivity of the system is reduced on a linear basis from 150 feet to 50 feet. Below 50 feet both types of warnings are inhibited in order to prevent nuisance ~L0708~3 warnings as the aircraft approaches touch down.
In order to vary the repetition rate of the advisory warning as a function of increasing glide slope deviation and decreasing altitude, a variQble rate control circuit is provided to generate advisory voice warning triggering signals in response to the radio altimeter signal and glide slope deviation signal. These advisory voice warnaig triggering signals are then utilz~ed as input to a voice warning generator in order to generate the actual advisory warning. The variable rate control circuit responds to an enabling signal from a warning signal generator that indicates that the aircraft has entered the advisory warning region. This enabling signal will cause the variable raee control circuit to immediately generate an advisory voice warning triggering signal. If the aircraft remains within the advisory warning region, the variable rate control circuit will integrate the glide slope deviation signal over time. This signal, so integrated, is compared to the radio altitude sig-nal and when they are qqual, a comparator will generate an advsiroy voice warning ~ignal triggering pulse which serves to cause the voice warning genera-tor to generate an advisory voice warning. While the voice warning is in progress, the integrator will be clamped, bringing its output back to zero.
After the voice warning has been termineted, the integrator will again begin to generate a signal proportional to the glide slope deviation signal over time.
The net result of the input of the glide slope deviation signal and the radio altitude signal into the variable rate control circuit will be the generation of advisory voice warning triggering pulses that increase in repetition rate as a function of increasing glide slope deviation and decreasing radio altitude.
Of course, if the aircraft should enter the command warning area, the advisory warnings will be discontinued and the command voice warnings will be generated.
BRIEF DESCRIPTION OF THE DRAWINGS
Fig. l is a functioaal block diagram of the glide slope warning system including the variable rate control circuit;
Fig. 2 is a graphical illustration of the advisory and command warn-ing envelopes with respect to altitude and glide slope deviation;
Fig. 3 is a schematic diagram of the variable rate control circuit;
~070t~03 Fig. 4 ls a timing diagram illustrating the relationships of the variou~ signals associated with the frequency generator; and Fig. 5 is a block diagram of the voice warning generator.
DETAILED DESCRIPTION OF THE I~VENTION
In the block diagram of Fig. 1 the radio altitude signal hR and the glide slope deviation signal G/S are utilized as input to both the warning signal generator 10 and the variable rate control circuit 12. The warning signal generator 10 generates both command warning signals and advisory warning aignals that correspond to the warning envelopes shown in Fig. 2. The advisory and command warning envelopes, as illustrated in Fig. 2, are set forth in term of the aircraft's deviation from the glide slope and altitude above ground.
The horizontal axis of Fig. 1 represents the aircraft's deviation below the glide slope as measured in dots, and the vertical axis represents the aircraft's altitude above ground a9 measured by a radio altimeter. The shaded area 14 represents the advisory portion of the envelope and extends from a maximum altitute oi approximately 1000 feet to a cut off altitude of about 50 feet. The command warning area, represented by the cross hatched portion 16, extends from a maximum altitude of approximately 300 feet to the cut off altitude of 50 feet.
As shown in Fig. 1, an advisory warning is generated when the aircraft is one or more dots below the glide slope at an altitude of 150 to 100 feet and similarly, a command warning i9 generated when the aircraft is two or more dots below the glide slope at altitudes of between 150 to 300 feet above the ground. The command warning signal i8 transmitted to the voice warning generator 18 over the line 20. By the same token, an advisory warning enabling signal is transmitted from the warning signal generator 10 to the variable rate control circuit 12 ; over the line 22. When the aircraft is in the advisory portion 14 of the warning envelope~ the variable rate control circuit 12 generates a trigger signal on line 24 which in turn causes the voice warning generator 18 to generate one advisory voice warning. In additlon, the enabling signal on line 22 serves to enable the voice warning generator 18, thereby permitting it to generate either a command warning or an advisory warning.
` lt)7;08Q3 In Fig. 3, the preferred embodiment of the variable rate control circuit 12 of Fig. 2 is set forth. As the aircraft enters the advisory area 14 of Fig. 1, the warning signal generator will place a high signal on line 22, serving to enable thevoice warning generator 18. The high signal on line 22 also causes the pulse shaper 26 to generate a short pulse 28 that corresponds to the waveform shown in line 30 of the timing diagram in Fig. 4. This initial signal is transmitted from the pulse shaper 26 to the ~OR gate 32 resulting in a short negative pulse on line 24. It i8 this pulse on line 24 that causes the voice warning generator 18 to produce the first advisory voice warning i.e. "glide slope." During the time that the advisory voice warning is being generated by the voice warning generator 18, which i8 normally in the neighborhood of 1 second, a high signal will be generated on line 23. The characteristics of the signal on line 23 are shown by the waveform 34 in the timing diagram of Fig. 4.
The pulse on line 23 ls then transmitted through the summing junction 36 to the positive terminal of the comparator 38 resulting in the comparator output shown by the waveform 40 in Fig. 4. The effect of a positive output from the compara-tor 38 on line 42 will be to cause the clamping switch 44 to close, thereby causing the output of the integrating amplifier 46 to go to zero. Integrator 46 is connected to the negativeinput terminal of the comparator 38 by means of the line 48.
When the first advisory voice warning has been completed by the voice warning generator 18, the signal on line 23 will go low resulting in the un-clamping of the integrator amplifier 46. At this point, the integrating ampli-fier 46 begins to respond to the G/S signal that is being used as an input, through resistor 50, to the negative terminal of the integrating amplifier 46.
The output of the integrating amplifier 46 ramps in a negative direction as governed by the time constant defined by the capacitor 52 and the resistor So.
The output of the integrating amplifier 46 on line 48 is illustrated by the waveform 54 in Fig. 4. As indicated by the waveform 54, the rate at which the output 46 of the integrating amplifier increases will be proportional to the magnitude of the GIS signal.
Another input to the variable rate control circuit 12 is the hR signal which represents the aircraft's altitude above ground. The hR
.
~:070~03 signal represents the aircraft's altitude above ground by means of a negative voltage which increases with the aircraft's altitude. The hR signal is applied to the positive terminal of the comparator 38 throggh the summing junction 36.
At the point where negative output of the integrating amplifier 46 is equal to the hR signal, the comparator 38 will change its output state resulting in a high sig al on line 42, thus serving to clamp the integrating amplifier's output on line 48 back to ~ero. In addition, the positive signal on line 42 will cause the pulse shaper 56 to transmit a short pulse to the NOR gate 32. This will cause the NOR gate to place a very short trigger pulse on line 24 as shown by the waveform 58 of Fig. 4. It is this negative going pulse on line 24 that will cause the voice warning generator 18 to generate another advisory warning mes~age.
In addition, the comparator 8 is held in a high state by the positive feedback through the pulse shaper 60. Pulse shaper 60 generates the very Yhort pulse 62 in response to the comparator 38 switching states. In this manner, the comparator's 38 output is switched to a high state by the pulse shaper 60 as soon a~ an advisory warning is triggered and will be held there by the signal on line 23 until the advisory voice warning has been completed. Normally the comparator 38 will be triggered into a high state and held thereby the signal on line 23 until the advisory voice warning has been completed. Here again, after the advisory voice warning message has been completed, the signal on line 23 will cause the integrating amplifier 46 to unclamp, and the process of generating another ramp voltage on line 48 will resume. This process will repeat itself until the aircraft leaves the advisory warning area 14.
; The effect of the aircraLt's increasing deviation from the glide slope is illustrated by the G/S signal 64 of Fig. 4. Where the glide slope deviation is 1 dot, indicated by the line 68, the time duration between warning signals will be approximately equal to Tl, shown by the waveform 54, but where the glide slope deviation becomes equal to two dots, line 70, the effective time between warning signals drops to T2. The corresponding increase in repetition rate of warning signals is illustrated by the waveform 58 that corresponds to the triggering signals generated on line 24 of Fig. 3. The effects of reduced altitude are illustrated by the waveform 54 of Fig. 4. When the altitude is hl, J~070~3 the comparator 38 will be triggered when the ramp voltage of the lntegrating amplifier 46 reaches the point 72. However, when the aircract's altitude is reduced to h2, the ramp voltage 74 of the integrating amplifier 46 will equal the voltage applied to the posltive terminal of the comparator 38 in less time giving rise to the reduced time T3 between advisory voice warnings. The wave-forms presented in Fig. 4 clearly illustrate the relationship between glide slope deviation and radio altitude with respect to increasing or decreasing the repe-tition rate of the advisory voice warnings. This relationship is defined by the formula ~T = (RC)hR where~ T is the time between advisory warnings, R
G/S
is the value of resistor 50, C is the value of capacitor 52, hR is the altitude above ground, and G/S is the change in the glide slope deviation signal.
An example of a circuit for producing a voice warning by means of digital techniques is set forth in Fig. 5. Here the sequence control logic 76 receives the enabling input over line 22, the command warning signal over line 20, and the adv~sory warning triggering signal over line 24. After the sequence control logic 76 has been enabled and receives an advisory warning triggering signal over line 24, the memory address logic 78 is enabled set by means of an enabling signal sent over line 80. Another enabling signal is trans-mitted to the clock 82 by means of the line 84. In addition, since this is an advisory warning instead of a command warning, a signal is transmitted from the sequence control logic 76 to the memory address logic 78 over line 86 which serves to define the correct memory addresses for the adviso~y warning. There- -after, for each clock pulse, the memory address logic will select the appro-priate memory chip and binary memory address in the read only memory 88 in the correct sequency for generating the advisory voice warning. In the preferred embodiment, each memory location will contain a four bit word which is then trans-mitted from the read only memory 88 through the clock interrupt detector 90 to the tigital to analog converter 92. The digital to analog converter converts each of these digital words into an analog signal which in turn is input to the output amplifier 94 resulting in a sequence of audio signals effective to cause the speaker 96 to simulate a spoken word. In order to save space in the read only memory 88, spacing between the voice words is accomplished by reserving ~070803 a particular word, for example, (1111), for space identification. Whenever this particular spacing word is transmitted to the digital to analog converter 92 the clock interrupt detector 90 will set and transmit a signal over the clock lnterrupt line 98 to the sequence controlled logic 76. When the sequence control logic receives a set signal over line 9i, all memory addressing will halt for a predetermined time period. After this time period has elapsed, the memory address logic 78 will resume sequencing, thereby causing the generation of the next voice word. If it is desired to extend the period of time between voice words two or more, space identification words may be set in sequence in the reach only memory 88.
After the final dddres~ in the read only memory 88 has been read, the memory address logic 78 will transmit a final address signal over line 100 to the sequency control logic 76. This will result in the removal of the enabling ~ignal on line 80 which inturn will serve to initialize the memory address logic back to its first address along with inhibiting it from any further addressing.
In addition, the enabling signal is removed from line 84, thereby preventing anymore address read pulses from being transmitted from the clock 82 to the read only memory 88 on line 102.
During the portion of the time that an advisory warning signal is being generated, the sequence control logic 76 will also transmit a set signal on line 23 which, as previously explained, serves to clamp the integrating amplifier 46 of Fig. 3.
It will therefore be appreciated that the circuitry of Fig. 5 is effective to generate either the command voice warning or the adivisory voice warning message depending upon the selection of the appropriate sequence of words in the read only memory 88. For example, the command warning is typically composed of the words "PVLL-UP" which would make use of the spacing ;ust described. In addition, to give a note of urgency to the command warn-ing, it is oftenconsidered desirable to include an aural siren-like warning between the words "PVLL UP" such as a "WHOOP WHOOP" sound. On theother hand, the advisory warning would typically be one word which, for example, might be "GLIDE SLOPE." Since the voice generating circuit in Fig. 5 is responsive, in _10-1()70~3~3 the advisory warning area, to triggerlng signals over line 22, it is apparent that the repetition rate of the advi~ory warning i.e. "GLIDE SLOPE--GLIDE
SLOP~" may be changed simply by varying the time intervals between the triggering signals on line 22.
Of course, in addition to the voice warnings just described, it is quite often de~irable to provide a visual warning indicator such as an advisory warning light. This light can be activated by the same circuit that activates the voice warning.
Claims (11)
1. A glide slope warning system for aircraft responsive to a glide slope radio beam and an altitude signal, with a variable warning capacity, comprising:
means for generating a below glide slope voice warning;
and means for varying the repetition rate of said voice warning as a function of the aircraft's deviation from the glide slope.
means for generating a below glide slope voice warning;
and means for varying the repetition rate of said voice warning as a function of the aircraft's deviation from the glide slope.
2. The system of claim 1 additionally including means for varying the repetition rate of said voice warning as a function of the aircraft's altitude.
3. A glide slope warning system, for use by aircraft at airports equipped with a glide slope radio beam, having: means for generating a signal representing the deviation of the aircraft from the glide slope and means for generating a signal representing the aircraft's altitude above ground comprising:
means responsive to the glide slope deviation signal, for generating an advisory warning;
means responsive to the glide slope deviation signal and the altitude signal, for generating a command warning;
means for varying the repetition rate of said advisory signal as a function of the glide slope deviation signal and the altitude signal; and means responsive to said command signal means and said varying means for generating voice warnings.
means responsive to the glide slope deviation signal, for generating an advisory warning;
means responsive to the glide slope deviation signal and the altitude signal, for generating a command warning;
means for varying the repetition rate of said advisory signal as a function of the glide slope deviation signal and the altitude signal; and means responsive to said command signal means and said varying means for generating voice warnings.
4. The system of claim 3 additionally including means, responsive to said command voice warning for generating an audible varning.
5. The system of claim 3 wherein said varying means comprises:
integrating means, responsive to the glide slope deviation signal, for generating a ramp signal proportional to the glide slope deviation signal;
comparator means, responsive to the altitude signal and to said ramp signal, for generating a trigger signal for said advisory voice warning.
integrating means, responsive to the glide slope deviation signal, for generating a ramp signal proportional to the glide slope deviation signal;
comparator means, responsive to the altitude signal and to said ramp signal, for generating a trigger signal for said advisory voice warning.
6. The system of claim 5 wherein said varying means additionally includes enabling means for generating a first pulse of said triggering signal and enabling said voice gener-ating means.
7. The system of claim 6 wherein said voice generating means additionally generates a suppression signal for deacti-vating said integrating means while an audible warning is being generated.
8. The system of claim 7 wherein said voice generating means includes:
a digital memory;
control means responsive to said command warning signal and said varying means, for accessing a sequence of digital words from said memory;
digital to analog means for converting said digital words to a voice signal.
a digital memory;
control means responsive to said command warning signal and said varying means, for accessing a sequence of digital words from said memory;
digital to analog means for converting said digital words to a voice signal.
9. A glide slope warning system, for use by aircraft at airports equipped with a glide slope radio beam, having: means for generating a signal representing the deviation of the air-craft from the glide slope; and means for generating a signal representing the aircraft's altitude above ground, comprising:
signal means, responsive to the glide slope deviation signal and the altitude signal, for generating a command warning signal and an advisory warning signal;
an integrating circuit responsive to the glide slope deviation signal for producing a ramp voltage proportional to the glide slope deviation signal;
a comparator circuit operatively connected to said integrating circuit and responsive to the alitiude signal;
a pulse circuit responsive to said advisory warning signal and operatively connected to said comparator circuit for generating a plurality of triggering pulses porportional in repetition rate to the aircraft's altitude and deviation from the glide slope;
a voice generator operatively connected to said pulse circuit and said signal means for selectively generating a plurality of command voice warnings or a plurality of advisory voice warnings corresponding to each of said triggering pulses.
10. The warning system of claim 9 wherein said voice generator includes:
a read only digital memory containing sequence of words corresponding to a command warning and an advisory warning;
control means responsive to the command warning signal and said triggering pulses for selectively accessing said sequence of digital words corresponding to said command warnings;
and
signal means, responsive to the glide slope deviation signal and the altitude signal, for generating a command warning signal and an advisory warning signal;
an integrating circuit responsive to the glide slope deviation signal for producing a ramp voltage proportional to the glide slope deviation signal;
a comparator circuit operatively connected to said integrating circuit and responsive to the alitiude signal;
a pulse circuit responsive to said advisory warning signal and operatively connected to said comparator circuit for generating a plurality of triggering pulses porportional in repetition rate to the aircraft's altitude and deviation from the glide slope;
a voice generator operatively connected to said pulse circuit and said signal means for selectively generating a plurality of command voice warnings or a plurality of advisory voice warnings corresponding to each of said triggering pulses.
10. The warning system of claim 9 wherein said voice generator includes:
a read only digital memory containing sequence of words corresponding to a command warning and an advisory warning;
control means responsive to the command warning signal and said triggering pulses for selectively accessing said sequence of digital words corresponding to said command warnings;
and
Claim 10 continued:
digital to analog converter for converting said sequence of digital words to an audible voice warning.
digital to analog converter for converting said sequence of digital words to an audible voice warning.
11. The warning system of claim 10 wherein said voice generator is operatively connected to said comparator circuit and generates a pulse suppression signal while said voice warnings are in progesss.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US564505A US3925751A (en) | 1975-04-02 | 1975-04-02 | Glide slope warning system with a variable warning rate |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1070803A true CA1070803A (en) | 1980-01-29 |
Family
ID=24254743
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA239,510A Expired CA1070803A (en) | 1975-04-02 | 1975-11-10 | Glide slope warning system with a variable warning rate |
Country Status (9)
| Country | Link |
|---|---|
| US (1) | US3925751A (en) |
| JP (1) | JPS51118300A (en) |
| AU (1) | AU503083B2 (en) |
| CA (1) | CA1070803A (en) |
| DE (1) | DE2548236C3 (en) |
| FR (1) | FR2306429A1 (en) |
| GB (1) | GB1490787A (en) |
| IT (1) | IT1058061B (en) |
| SE (1) | SE416034B (en) |
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| US4135143A (en) * | 1976-06-14 | 1979-01-16 | Intercontinental Dynamics Corporation | Aircraft altitude annunciator |
| US4030065A (en) * | 1976-07-19 | 1977-06-14 | Sundstrand Corporation | Terrain clearance warning system for aircraft |
| US4060793A (en) * | 1976-07-19 | 1977-11-29 | Sundstrand Data Control, Inc. | Excessive sink rate warning system for aircraft |
| US4093938A (en) * | 1976-10-18 | 1978-06-06 | Intercontinental Dynamics Corp. | Aircraft altitude annunciator |
| US4346363A (en) * | 1978-12-22 | 1982-08-24 | Jack Wilhelmson | Electronic circuit for sensing deviations in physical forces thereon |
| US4319218A (en) * | 1980-01-04 | 1982-03-09 | Sundstrand Corporation | Negative climb after take-off warning system with configuration warning means |
| US4684948A (en) * | 1983-07-08 | 1987-08-04 | Sundstrand Data Control, Inc. | Ground proximity warning system having modified terrain closure rate warning on glide slope approach |
| US4567483A (en) * | 1982-12-10 | 1986-01-28 | Sundstrand Data Control, Inc. | Position based ground proximity warning system for aircraft |
| US4951047A (en) * | 1983-05-13 | 1990-08-21 | Sunstrand Data Control, Inc. | Negative climb after take-off warning system |
| IL68737A0 (en) * | 1983-05-20 | 1984-06-29 | Israel Aircraft Ind Ltd | Excessive ground-closure rate alarm system for aircraft |
| US4849756A (en) * | 1986-07-15 | 1989-07-18 | Sundstrand Data Control, Inc. | Ground proximity warning system terrain classification system |
| US4857923A (en) * | 1986-07-15 | 1989-08-15 | Sundstrand Data Control, Inc. | Ground proximity warning system for an excessive descent rate over undulating terrain |
| CH671555A5 (en) * | 1986-09-10 | 1989-09-15 | Zermatt Air Ag | |
| US5315285A (en) * | 1987-01-21 | 1994-05-24 | Electronic Security Products Of California, Inc. | Alarm system for sensing and vocally warning a person approaching a protected object |
| US5117217A (en) * | 1987-01-21 | 1992-05-26 | Electronic Security Products Of California | Alarm system for sensing and vocally warning a person to step back from a protected object |
| US5900827A (en) * | 1988-06-07 | 1999-05-04 | The Boeing Company | Flight crew response monitor |
| US5136512A (en) * | 1988-06-26 | 1992-08-04 | Cubic Defense Systems, Inc. | Ground collision avoidance system |
| US4933882A (en) * | 1988-11-04 | 1990-06-12 | United Technologies Corporation | Regime recognition |
| US5196847A (en) * | 1991-09-18 | 1993-03-23 | Sundstrand Corporation | Ground proximity warning instrument using flight path modulation of glide slope alerting function |
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| US5839080B1 (en) * | 1995-07-31 | 2000-10-17 | Allied Signal Inc | Terrain awareness system |
| US6043759A (en) * | 1996-07-29 | 2000-03-28 | Alliedsignal | Air-ground logic system and method for rotary wing aircraft |
| US5781126A (en) * | 1996-07-29 | 1998-07-14 | Alliedsignal Inc. | Ground proximity warning system and methods for rotary wing aircraft |
| JP4551562B2 (en) | 1998-10-16 | 2010-09-29 | ユニバーサル エイビーアニクス システムズ コーポレイション | Flight plan purpose alarm system and method |
| EP1157318B1 (en) | 1999-02-01 | 2003-05-21 | Honeywell International Inc. | Ground proximity warning system, method and computer program product for controllably altering the base width of an alert envelope |
| WO2000054120A2 (en) | 1999-02-01 | 2000-09-14 | Honeywell International Inc. | Methods, apparatus and computer program products for determining a corrected distance between an aircraft and a selected runway |
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| US6445310B1 (en) | 1999-02-01 | 2002-09-03 | Honeywell International, Inc. | Apparatus, methods, computer program products for generating a runway field clearance floor envelope about a selected runway |
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| US6734808B1 (en) | 1999-10-05 | 2004-05-11 | Honeywell International Inc. | Method, apparatus and computer program products for alerting submersible vessels to hazardous conditions |
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| DE60143440D1 (en) | 2000-09-14 | 2010-12-23 | Honeywell Int Inc | PROCEDURE, DEVICE AND COMPUTER PROGRAM PRODUCT FOR WARNING BEFORE A HELICOPTER BOTTOM TREAD |
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| US7587278B2 (en) * | 2002-05-15 | 2009-09-08 | Honeywell International Inc. | Ground operations and advanced runway awareness and advisory system |
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| US10733551B2 (en) | 2018-05-01 | 2020-08-04 | Honeywell International Inc. | Systems and methods for providing dynamic voice-prompt dialogue for situational awareness onboard an aircraft |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB866125A (en) * | 1958-07-16 | 1961-04-26 | Secr Aviation | Improvements in or relating to warning devices for aircraft |
| US3581014A (en) * | 1970-02-09 | 1971-05-25 | Northrop Corp | Integrated system for reporting aircraft data |
| JPS5316302Y2 (en) * | 1972-12-25 | 1978-04-28 |
-
1975
- 1975-04-02 US US564505A patent/US3925751A/en not_active Expired - Lifetime
- 1975-10-14 GB GB41993/75A patent/GB1490787A/en not_active Expired
- 1975-10-24 AU AU86008/75A patent/AU503083B2/en not_active Expired
- 1975-10-28 DE DE2548236A patent/DE2548236C3/en not_active Expired
- 1975-11-10 CA CA239,510A patent/CA1070803A/en not_active Expired
- 1975-12-01 FR FR7536729A patent/FR2306429A1/en active Granted
-
1976
- 1976-02-26 JP JP51019500A patent/JPS51118300A/en active Granted
- 1976-03-19 SE SE7603426A patent/SE416034B/en not_active IP Right Cessation
- 1976-04-02 IT IT48838/76A patent/IT1058061B/en active
Also Published As
| Publication number | Publication date |
|---|---|
| AU8600875A (en) | 1977-04-28 |
| FR2306429A1 (en) | 1976-10-29 |
| SE416034B (en) | 1980-11-24 |
| GB1490787A (en) | 1977-11-02 |
| JPS51118300A (en) | 1976-10-18 |
| JPS6158360B2 (en) | 1986-12-11 |
| DE2548236B2 (en) | 1977-12-22 |
| US3925751A (en) | 1975-12-09 |
| AU503083B2 (en) | 1979-08-23 |
| IT1058061B (en) | 1982-04-10 |
| FR2306429B1 (en) | 1978-05-12 |
| DE2548236A1 (en) | 1976-10-14 |
| SE7603426L (en) | 1976-10-03 |
| DE2548236C3 (en) | 1978-08-17 |
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